Sill and bolster construction for railway-cars.



No. 842,872. ?ATE1\TTED FEB. 5, 1907.. B. I. nonns. A i

SILL AND BOLSTER CONSTRUCTION FOR RAILWAY CARS.-

APPLICATION IILED AUG. 23, 1905.

3 SHEETSSHEET 1.

PATBNTED FEB. 5 1907.

E.I.DODDS I SILL AND BOLSTER CONSTRUCTION FOR RAILWAY CARS.

APPLIOATION FILED wmzs, 1905. 4

V 3 SHEBTS-SHEET z.-

NN v MN PATENTED FEB. 5, 1907.

3 SHEETS SHEET 3.

L n n L r- Yllllllllllllllhl l v WM QN .L L L E. L. nouns. SILL .AND- BOLSTER CONSTRUCTION FOR RAILWAY CARS.

APPLICATION FILED AUG. 23, 1905.

s'raras rates.

E HAN I. DODDS, OF PULLMAN, ILLINOIS, ASSIGN OR TO THE PU LLMAN COM- PANY, OF OI-IICAGO, ILLINOIS, A CORPORATION OF'ILLINOIS.

$ILL AND BOL-STlER CONSTRUQTION FOR RAILWAY-CAR= Application filed August 23,1905. Serial No. 275,380.

To all whom it may concern.-

Be it known that I, ETHAN I. Donns, a citizen of the United States, residing at Pullman, in the county of Cook and State of Illinois, have invented certain rovements in Sill and Bolster Construction or Railway-Cars, of which the following is a specification.

My invention concerns the construction of the sills and bolsters of railway-cars; and its principal objects are the provision of means for securing together the center sills and body-bolsters in such a manner that theycan be Wholly or partially taken apart expeditiously and without removing any considerable number of rivets, and the employment of diagonal braces for the underframe, which also fasten a tie-plate of the bolster t0 the center sills.

In the accompanying drawings I have illustrated two embodiments of my invention, Wherein- Figure 1 isa partial side elevation and par- 'tial longitudinal section of a car embodying my invention. Fig. 2 is a cross-section of the car on the line 2 2 of Fig. 1 as viewed in the direction indicated by the arrows. Fig. 3 is a side View of the end portion ol one of the channel center sills, and Fig. 4 is a plan view ofthe underi'rame of a car embodymg a modified form of my invention."

Referring first t0 the species illustrated in Figs. 1 and 2, 10 10 are channel center sills spaced apart by a rectangular frame 1],

the flanges of the sills extending outwardly toward-the sides of the car, as shown in Fig.

2. The body-bolster comprises spaced channel-beams 12 12 with integral flanges 1-3 and integral upper flanges 14, the inner ends of beams 12 being secured to the Webs ol center sills 10 by angle-plates 15, rivets pass ing through the angle-plates, center sills, and spacing members 11, as sl'io'wn. The side sills each comprise aZ-beam 16 and an angle-bar 17, running longitudinally oi the car above the Z-beam. Stakes 18 are fastened to members 16 and 1.7 by means oi their flanges, thus forming What is, in ell'ect,

a plate-girder side for the car. plates 19 fasten the outer ends of the body- 'olster beams to the side sills 1o, rivets passing through these parts and also through the flanges of th'side stakes 1.8. The top tie A n glenew and useful Im-- Specification ofLetters Patent.

Patented Feb. 5,1907.

'or tension plate 20 is secured to the upper flanges of the body-bolster booms passing over reduced ends of the conic! sills described below. The bottom tic or compression plate 21 riveted to the lower flanges ol' the beams 12, passing under the center sills and spacer 11. The ends oi theccntcr sills are reduced in depth by cutting out a section at 10 to allow the passage of the top tieplate, thereby removing for a portion of the length of the center sills its top flange and a part of the web, Fig. 2- the remaining portion of the web extending upwardly from its lower flange adjae out to the under side of the top tie-plato 20, shown in Fig. .3. An angle-bar 22 secured to the inner side of the web of each center sill by means of rivets 23, each of said angle-bars being fastened to a portion of the center sills where it is of full depth, running longitudinally of the sill and extending over the top plate 20. To the outer side of each of these angle-bars 22 I rivet an additional angle-bar 24:, whose lower flange is attached to the top tie-plate 20 and to the upper flanges 14 of the bodybolster beams, as shown. in Fig. 1. To the ends of the center sills which protrude beyond the body-holster; l. rivet smaller chann el draft-sills 25, as illustrated. \Vooden stringers 26 are mounted on top ol the bolster, as shown in Fig. 2, the floor-boards 27 nor.

It will be apparent from-the construction that I have removed a portion part oteach center sill to allow the passage oi the top tie-plate ol" the bolster-beams, and in order to reiinl'orce the parts and co'mpcn sate for this cutting .l. rivet to each center sill an angle-bar which projects over the tieplate, being lastencd lo the lat tcr by an additional angle-inn and rivets. \Vhe'n it becomes desirable to remove the top tie-plate. this opera! ion can be quickly and easily pilot-ted by merely rcziiovizig lhc rivets '23,

which fasten the angle-bars 122 to the center sills and the rivets which secure the tic-plate to the upper flanges ol' the body-bolster beams. 1

The niodilicd construction illustrated. in Fig. 4 is in all respects similar to that shown in. Figs. 1 and 2 except that instead ol using being fastened thereto in any approved man.

ol the upper short angle-bars 2st, which i'aelen together pert-s firmly togelhez" end sl-rengthening the bars 22 end the tie-plate, I employ anglebreces 28, which at their inner ends ere riveted to the angle-hairs sud lo lihe top "deplete the llbl'ljJ-bOlStfil, perl'ormi'ng the some funcilon that the ahglohsrs 2% do in the structure shown in Figs. 1 and 9, These angle-hr: 3? are bent outwardly, as shown in Fig. bei secoredby means of rivets to the Cl usset-plstes 29. s construction permils the posse-gs of the top "Le-place over the reduced porlions of the camelsills, at the same time securing the the end coeslructicn oi the leis obvious lhe z various changes may he made iii the deiails of construction shown and described; lffii inasmuch as my invention is not limital to lliese deceils 1 do not W'lBll to be restricted. to lie psrlicsiler arts illustrateisince obvious modifications loll Within the scope of my inveoiion as lc fined lay the claims.

This psleni is inteiided lo embrace only so much of the disclosure mede herein as is covered by the claims.

I claim- 1, ln s rsilWey-cer. the conihiuel-ion of center sills projeceieg beyond lhe l cdy-holslers, each of said sills being reduced in depthim e portion of its length, draft-sills slleched lo the projecting ends said center sills, body-bolster lice-iris, sod lie-plots fastened. to said body-holster bee-ms passing over the reduced portions of said center sills, sulosten tielly as described.

2. In a railwsy-cer, the combine ion 0 center sills, each reduced in depth for a por tion of its length, hcdyl)olster beams, or tieplete fastened to said body-bolster beams passing over the reduced poriiens of said center sills, and one or more oars fastened said center sills end to said tie-elem, subslsiitislly as described.

3. In e railway-car, the COllllilllllllJll oi center sills, each reduced in depth for e per-- time of its length, body-bolster beams, a tieplat-e fastened to said body-bolster beams, passing over the reduced portion of .1 1 center sills, :1 bar laslened to one of sold center sills, and a second oer secured to said first bar and to said tie-plate, substantie ly as described,

4. 111 a reilwepcar, the combination of center sills, each reduced in depth for a pos tion of its length, body-holster basins, a tie; plate fastened to szlid bodydiolsler beams passing over the reduced porlions of said center sills, and one or more sugle osrs r1vet-' ed to said comer sills and iesteuezlto ssid tic-plate, sillislsnlislly as described,

In :1- reilweycar, the comhlnslio'n of center sills, each reduced in depth for a portion of its length, bU(l" l)UlSt-SI beams, a tieplete fastened to seid body-holster beams passing over the reduced portions of ssio.

seems center sills, one or more sngle heis riveted ho said center sills, and one or more snglsbsrs riveted to said first -mentioned angle her hers and to said tie-plate, substantially as described. l

6. in e rail-we ess the combination of center m'lls, each reduced in depth for e tion of its length, body-bolster beams each having a flange eloru its upper edge, 9. tie plate riveted to said enges and passing over the reduced port-ions of said center sills, and one or more oars riveted to said center sills and secured to said tie-plate, substantially as described.

7. in e milweyesr, the combination. of center sills each reduced in depth for 9, e01- tion of its length, body-holster beams each with s fieuge along its upper edge, a tie-plate fastened to said flanges, one or more here rivcled to seid center sills, and one or more oars securing; said her or bars to said tie plote, subslentielly as described.

8. In a railway-oer, the combination of center sills, each reduced in depth for a portion of its length, body-bolster. beams, a tiepla-lxe festened to said lies-ms passing over the reduced portions of seid center sills, and one or more bars riveted. to the fullie ch portion said center sillsend fastened to said lic-plete, substantially es described.

9. in e railway-cor, the combination of center sills, each reduced in depth for a portion of its length, body-bolster beams, :1 lieplcle fastened to said body oolster beams- 11. in s raillvay-cor, the combination of center sills, each reduced in depth for e portion of its length, body-bolster beams, s riepleie fastened :0 said body-bolster beams passing over the reduced portions of said Cellter sills, s cor riveted to each of said center sills, and a diagonal brace "fastened to each of said bars end co seidlie-plate, sulisluontisll as described.

12, In .21- reilWsy-cer, the comuinelioe'oi center sills each reduced in depth for e portion of its length, body-bolster heeriis, e Lisplete fastened to said body-bolster beams passing over the reduced portions of said center-sills, and din'gouel angle-braces fastened to said tic-plate and to said sills, suhslencenter sills, each reduced in depth for a por-' tion of its length, body-bolster beams, a tieplate fastened to said body-bolster beams passing over the reduced portions of said center sills, an angle-bar riveted to each of said center sills, a gusset-plate at each of the adjacent corners of said car, and diagonal angle-braces each secured at its inner end to one of said angle-bars, and at its outer end to one of said gusset-plates, substantially as described.

14. In a railway-car, the Combination of center sills, each reduced in depth for a portion of its length, body-bolster beams each having integral flanges along its upper and lower edges, a top tie-plate riveted to said upper flanges passing over the reduced portions ofsaidcenter sills, a bottom tie-plate riveted to the lower flanges of said bolsterbeams passing beneath said center sills, one or more bars riveted to said center sills, and 9 one or more bars securing said first bar or center sills, eachreduced in depth for a portion of its length, body-bolster beams each having integral flanges along its upper and loweredges, a top tie-plate riveted to the upper flanges of said body-bolster beams passlng over the reduced portions of said center sills, a bottom tielate riveted to the lower flanges of said bo y-bolster beams, gussetplates at the adjacent corners of the carframe, an angle-bar riveted to each of said center sills extending over said top tie-plate, and diagonal braces secured at their inner ends to said angle-bars and at their outer ends to said gusset-plates, substantially as described.

ETHAN I. DODDS. Witnesses:

WALTER M. FULLER, FREDERICK O. GOODWIN. 

